Car door and lock therefor



@Ct 16, 1945 w. A. BEAUCHAMP ETAL 2,387,109

CAR DOOR AND LOCK THEREFOR Filed Sept. 18, 1941 6 SheeS-Sheel l 0C@ 16 1945- w. A. BEAUCHAMP ET Al. 2,387,109

CAR DOOR AND LOCK THEREFOR Filed Sept. 18, 1941 6 Sheets-Sheet 2 '1* //V VENTOES 1* w/./. F550 a amar/HMP Oct. 16, 1945. w. A. BEAUCHAMP ET AL 2,387,109

CAR DOOR AND LOCK THEREFOR Filed Sept. 18, 1941 6 Sheets-Sheet 3 6 Sheets-Sheet 4 INVENTOELS W/LFPED F?, BE'H/CHHMP Filed Sept. 18, 1941 W. A. BEAUCHAMP ET AL CAR DOOR AND LOCK THEREFOR Get. 16, 1945.

ct. 16, 1945. w. A. BEAUCHAMP ET Al. 2,387w9 CAR DOOR AND LOCK THEREFOR Filed sept. 18. 1941 e sheds-sheet 5 Oct. 16, 1945. w. A. BEAUCHAMP ET Al. 2,387,109

CAR DOOR AND LOCK THEREFOR Filed Sept. 18, 1941 6 Sheets-Sheet 6 n t .-d L

Patented st. 16, 1945 2,387,109 CAR DOOR AND LOCK THEREFOR Wilfred A. Beauchamp and Thorvald Maitland, Chicago, Ill., assignors to The Youngstown Steel Door Company, Cleveland, Ohio, a corporation of Ohio Application September 18, 1941, Serial No. 411,356

(Cl. Ztl-22) Claims.

This invention relates to car doors and to locks for said doors.

The urgent need for freight car capacity in the present emergency is recognized. To meet this need the railroads have let orders for a large number of cars. The ability of the railroads to meet the great demand for freight car capacity is materially aided also by the production of house cars of ever increasing width.

There are, however, certain prescribed limitations upon the width of railway house cars. This width is determined by a tunnel clearance diagram established by the Association of American Railroads. The overall width of these cars cannot exceed the maximum width indicated by this diagram.

It is the usual practice to secure various door fixtures for railway house cars upon the outside of the doors of the cars. These fixtures, such as door locks, opening and closing mechanisms, and the like, project measurable distances beyond the cars and to the extent of their projection limit the eective inside width and consequently the capacity of the cars. Conversely a reduction in the extent of projection of these fixtures permits an increase in the inside width and hence in the capacity of the cars.

It is the main object of this invention to provide door locks for sliding doors of railway house cars so constructed and arranged that a reduction in the projection of the locks beyond the cars and an increase in the inside width of such cars are obtained without the necessity of altering the car construction.

A further object is to provide locks for sliding doors of railway house cars capable of imparting opening and closing movements to the doors and limiting their outward projection to the outermost plane of the doors.

A further object is to provide locks for sliding doors of railway house cars embodying levers carrying locking elements to which the levers impart movement for opening and closing the doors wherein all elements of the locks are so constructed and disposed as not to increase the overall width of the cars.

A further object is to provide sliding doors for railway house cars having locking detent members lying within the outermost plane of the doors.

A further object is to provide doors for railway house cars of such construction as to permit the locks for said doors to lie substantially within the outer plane of said doors.

the double door construction for railway house cars so constructed that the locks carried by the auxiliary doors shall not project substantially beyond the outer plane of said doors and which shall permit the elimination of the usual back stops for these doors. v

Other objects of the invention will become clear as the description thereof proceeds.

In the drawings forming part of this speciication:

Fig. 1 is a partial elevation of a railway house car illustrating one embodiment of the instant invention.

Fig. 2 is a horizontal section taken on line 2-2 of Fig. 1.

Fig. 3 is a horizontal section taken on line 3-3 of Fig. 1.

Fig. 4 is a partial elevation of the embodiment of the invention shown in Fig. 1, the door being in partly open position.

Fig. 5 is a horizontal section taken on line tof Fig. 4.

Fig. 6 is a. vertical section taken on line t-t ,of Fig. 1.

Fig. 7 is a horizontal section taken on line l-l of Fig. 4.

Fig. 8 is a partial elevation showing the invention applied to the double door construction of railway house cars.

Fig. 9 is a horizontal section taken on line @-9 of Fig. 8.

Fig. 10 is a horizontal section similar to Fig. 9 showing the main andauxiliary doors of the double door construction in open position.

Fig. 11 is a fragmentary elevation showing another embodiment of the invention.

Fig. 12 is a. horizontal section taken on line i2-i2 of Fig. 11.

Fig. 13 is a horizontal section taken on line it-i of Fig. 11.

Fig. 14 is a vertical section taken on line lt-It of Fig. l1.

Fig. 15 is a vertical section taken on line i-It of Fig. 8.

Referring to the drawings and more particularly to the embodiment of the invention illustrated in Figs. 1 to 7, inclusive, numeral l0 designates a side wall of a railway house car. A portion of this wall adjacent to the forward margin of a door opening Il provided therein is shown. As illustrated, the side wall I0 includes a front door post I2 having a relatively long forwardly extending flange I3, an inwardly directed ange vH and a short forwardly extending flange l5.

A further object is to provide auxiliary doors oi Nailing blocks it and il are fastened to the door post I2 as by means of bolts (not shown) and the inside of the wall is finished by means of wooden sheathing IB secured to the nailing blocks. It

will be understood that metallic sheathing is cooperating therewith and with the flange 23 to provide a pocket for the reception of the front vertical margin of a sliding door adapted to control the door opening l I.

Locking means is provided for the door and is of such construction that without modification of the structure of the car an increase in the effective inside width thereof is obtained. The locking means illustrated embodies'a lock bracket 25 secured as by means of riveting or the like to the car side Hi adjacent to the forward margin of the door opening. The lock bracket carries a flange 26 which abuts the outwardly extending flange 23 of the front stop I9 and vertically spaced flanges 21 and 28 which overlie flange 24 of the front stop for a purpose which will hereinafter appear. 'Ihe lock bracket 25 is also formed with vertically spaced housing members 29 and 30 adapted to receive a downwardly tapering locking pin 3l. Adjacent to the lower left hand corner of the locking bracket a wall 321 is provided spaced from the lock bracket by means of the horizontal and vertical walls 33 and 34. A pocket 35 is thus formed within which a lever 36 is pivoted upon pin 31.

The portion of the lever 36 lying above the pin 81 is formed with an outwardly extending cylindrical extension 38 which is extended upwardly in spaced relation to the lock bracket 25 as indicated at 39. The upward extension 39 is bent slightly as indicated at 40 and terminates in an inwardly directed cylindrical portion 4I which stops short of the lock bracket. The cylindrical formation of the lever is utilized to carry a locking element 42. Engagement between the cylindrical formation of the lever and the locking element 42 is obtained by means of an eye 43 formed in one end of the locking element through which the cylindrical formation of the lever extends. Engagement between the cylindrical formation of the lever and the locking element is effected prior to the securement of the lever upon the lock bracket by means of the pin 31 and after such securement it will be apparent that the inwardly extending cylindrical extension 4I by reason of its relationship with the lock` bracket will prevent loss of the locking element.

The locking element 42 illustrated in greater detail in Figs. 1 to 5, inclusive, includes a housing portion 44 through which the tapered pin A3| is adapted to extend. A reinforcing rib 45 extends from the housing portion 44 to the adjacent end of the locking element and locking lugs 46 and 41 extend from either side of the reinforcing rib 45. This rib together with the locking lugs present in effect a section substantially in the form of a T in which the rib may be considered as the stem of the T and the locking lugs as the flanges of the T. The locking lugs 46 and 41 are formed with projections 48 and 49 for the reason hereinafter described. I'he portion of the locking element 42 which is reinforced by the rib 45 is provided with flanges 5|! and 5I extending from either side of said portion of the locking element for a purpose which will hereinafter appear.

From a consideration of Figs. 2 and 3 of the drawings it will appear that the outer face of the locking element 42 which lies the greater distance from the side Wall I0 does not project outwardly beyond the outermost plane of the sliding door 52. This door which is chosen merely to illustrate the invention embodies a metallic panel 53 provided with a plurality of outwardly extending horizontal corrugations, one of which is shown at 54 Adjacent its forward edge the panel 53 is flanged outwardlyand forwardly as indicated at 55 and terminates in a vertical flange 58 lying substantially in the plane of the crest of the horition 55 of the panel.

Flange F of an angular sealing strip S is riveted to flange 60 of the panel stiffening member 51. A flange F1 extends outwardly from the forward end of the flange F and carries a rearwardly and outwardly directed flange F2. The sealing strip S cooperates with the door stop I9 to weatherproof the iront edge of the door.

To permit locking of the door 52 while limiting extension of the locking element :42 to the outer plane of the door the latter is provided with a locking detent 62. This detent, which is preferably in the form of a casting, is formed with a suitably reinforced attaching portion 63 secured to the crest of the horizontal corrugation 54 as indicated aix-S4 and to the panel flange 56 as indicated at 65. The attaching portion 63 is flanged inwardly as indicated at 68, the latter flange abutting the inwardly extending web 86 of the stiffening member 5l. The web 59 is apertured as indicated at E1 and a flange 68 extending from the flange 66 of the locking detent 62 projects through this aperture.

The flange 68 carries vertically spaced outwardly extending locking lugs E9 and 1D which are spaced forwardly of the flange 66 so as to present in effect a substantially T-shaped slot adapted for the reception of a portion of the reinforc ing rib 45 of the locking element 42 and the locking lugs 46 and 41. Locking engagement of the locking lugs is thereby secured. The flange 68 is formed adjacent to the locking lugs 89 and 10 with vertically spaced recesses 1I and 12 adapted to receive the projections 48 and 49 formed on the locking lugs 46 and 41, thereby increasing the degree of locking relationship between the locking element and the locking detent and preventing unauthorized disengagement between these parts.

The door is illustrated in its closed and locked position in Figs. 1 to 3, inclusive, of the drawings. In this position of the door a portion of the reinforcing rib 45 of the locking element is disposed between the locking lugs 69 and 16 formed on the door detent 62 and between the flanges 21 and 28 formed on the lock bracket 25. To perassaioa l 3 mit this disposition o! the reinforcing rib the outwardly extending flange 23 and the rearwardly and outwardlyextending flange 24 ofthe front door stop .are coped as indicated at 19.v The ends of the front stop i9 formed by the cope are overlapped and reinforced by the fianges21 and 29 of the lock bracket 25. p

Interlockingv engagement between the locking lugs 99 and. provided on the locking element 92 and the locking lugs 69 and 10 formed on the locking detent 62 is thereby permitted and at the same time the desired limitation of the extension of the locking element to the outer plane of the door 52 is secured. Anincrease in the edective insidewidth of the car is accordingly obtained.

The flanges 99 and 5| provided on the locking element 92 overlap the portion of the fron-t stop which is coped to prevent the entry of rain, dust and the like into the car.

The locking lugs are maintained in engagement by means of the pin 3| which projects through the alined housings 29, 89 and 99.'

as hereinabove described the locking element d2 is carried by the cylindrical formation pro-` vided on the lever 39. By reason of this construction the locking element i2 serves under the action of the lever to impart initial opening movement and final closing movement to the door 52. The position of the lever and the locking element when the door is partially open is illustrated inl Figs. i and 5 of the drawings. Thelocking element is illustrated in Fig. l of-the drawings in its unlocked position in dot and dash lines.

The instant invention has been described hereinabove in connection with a railway-house car having a single door in each side of the car. The invention, however, is applicable as well to railway house cars having door openingsof extraordinary width which are closed by two doors sliding in opposite directions. These doors are commonly referred to as main and auxiliary doors. One embodiment of the invention relating to double vdoor construction is illustratedin Figs. 8 to 10, inclusive.

' The main door 'M of the double door construction is essentially the same as the door 52 of the single door construction and therefore no further description of the main door is necessary. The auxiliary door embodies a metallic panel section 19 provided with a pluralityof spaced horizontal corrugations, one of which is shown at 11. Adjacent to its forward edge the panel section 19 is flanged outwardly and forwardly from the main plane thereof as indicated at 19. The forwardly and outwardly flanged portion of the panel terminates in a flange 19 lying substantially in the plane of the crest of the horizontal corrugations.

n panel section 99, preferably thicker than the panel section 16, is fastened to the latter and extends forwardly thereof. The panel section 99 embodies a flange 9| overlying and secured to the flange 19 as by means of rivets 92. .A flange 99 extends inwardly and .forwardly from the.

flange 8| and merges into a flange 9d' lying substantially in the main plane of the panel section i9. The panel section 89 is flanged inwardly from the flange 94 as indicated at 95 and then forwardly to provide a relatively wide flange 96 disposedinwardly of the main plane of the panel section 19. The flange 99 is in turn flanged outwardly as indicated at 81 and terminates in a forwardly and outwardly extending flange 99 which is adapted to overlap the forward margin of the main door. l

A metallic-post 99 of substantially Z-shape in section is secured as by means of rivets to the relatively wide flange of the panel section 99. The outer flange 99 of the auxiliary door post 99 is flanged outwardly as shown at 9| and then rearwardly and outwardly as shown at 92. The flange 92 cooperates with a portion of the flange 91 and the flange 98 to provide a pocket for the reception of the forward margin oi' the main door.

The secureinent between the panel section 99 and the panel section 19 is reinforced by means of a backing plate 93 lying substantially in the main plane of the panel'section 19. The backing plate 93 is fastened to the panel section 19 rearwardly of the outwardly and forwardly extending flange 18 and to the flange 99 of the panel section 99 thereby providing a sturdy tubular reinforce ment for the auxiliary door.

.The lock bracket 29 hereinabove described is secured to the inwardly odset flange 99 of the panel section 99. The lock bracket 29 carries a pivoted lever 99 which differs somewhat in its shape from the lever 99. The lever 99 in turn carries the locking element 92. as heretofore described. The structure of the locking element d2 is the same as the similar locking element utilized with the single sliding door construction illustrated in Figs. l to 7, inclusive, of the drawings.

The main door 19 is provided with the locking detentV 92 previously described l"which is associated in locking relationship with the lockingelement di as noted herein. This locking relationship is obtained in the instant embodiment of the invention by coping the flanges 91 and 99 of the panel section was indicated at 95.

The main and auxiliary doors are shown in closed and locked p osition in Fig. 9 of the drawings. In Fig.' 10 these `doors are shown in their open position. With respect tothe auxiliary door it will be apparent that the inwardly directed .flange 99 of the panel section 99 abuts the outwardly extending flange 99 of an angle member 9i movement of the auxiliary door. The back stops normally used for this purpose are thereby eliminated. The flange 99 not only serves as an abutment for the auxiliary door but carries as well spark strip 98.

A further embodiment of a. double door construction incorporating the instant invention is illustrated in Figs. l1 to 13, inclusive. The construction of the main door 19 and of the locking detent are the same as heretofore described andv no further reference thereto will be made.

The auxiliary' door 99 comprises a metallic panel section |99 formed with av plurality of horizontal corrugations |0I. Adjacent the forward edge of the auxiliary door the metallic panel section 99 is flanged outwardly and forwardly as shown at |92 and terminates in a forwardly Aextending ange |93 which lies substantially in the plane of the crest of the horizontal corrugations |9|. A vertical stiilening member |96 is provided with a flange |which overlaps and is secured to the panel flange |99 as by means of rivets ly directed flange ||0. Abacklng plate bridgesA the gap between the flanges |02 and |01 and is secured to the panel section rearwardly of the flange |02 and to the ange |08.

A metallic post |2 is secured as by means of riveting to the flange |08 of the stiiening member. The outer flange ||3 of the auxiliary door post cooperates with the flanges |09 and H0, of the stiiening member to provide a pocket for the reception of the forward margin of the main door.

As best shown in Fig. 11 of the drawings a portion of the metallic panel section |00 is cut away adjacent to the front vertical margin of the door. This cutting is performed so as to leave a portion of the outwardly extending flange |09 and the outwardly and forwardly directed ange ||0 of the vertical stiiening member |04. The opening formed in the auxiliary door therefore ls bounded at the top,bottom and rear edges by the door panel and at the forward edge by the indicated remaining portion of the vertical still.-

ener.

A metallic pan shaped panel section ||4 is inserted within the opening formed as described above and is secured therein as by means of welding. The pan shaped metallic panel section comprises a body portion I|5 disposed in parallel relation to the door and lying in a plane offset inwardly of the main plane of the panel section |00. A vertical flange i6 extends outwardly from the body of the section |00 and abuts the adiacent edge of the panel section |00. Where the vertical flange IIB is adjacent a vertical corrugation 0| the flange is contoured to conform to the corrugation. Securement of this flange to the panel and to the corrugation is preferably obtained by a continuous line of weld.

The upper and lower edges of the body portion ||5 are formed with outwardly extending horizontal flanges and ||8 which abut respectively thel upper and lower edges of the opening formed in the panel section |00 and which conform to the contour thereof and of the vertical corrugation provided by the spaced flanges |02 and |01 of the panel section |00 and the vertical stiilening member and the overlapping flanges |03 and |05 of these members as more clearly illustrated in Fig. 13 of the drawings. The horizontal flanges and ||0 abut against the forward outwardly directed flange I 9 and are welded thereto as indicated at |20 and I2 From Figs. 12 and 13 of the drawings it will be seen that the outwardly extending flange H9 is alined with the remaining portion of the flange |09 of the vertical stiffening member. These flanges are butt welded together as indicated at |22. The outwardly extending flange H9 thus replaces the material which has been cut away from the flange |09 of the stiflening member so that an integral continuous front stop for the main door is obtained. The material of the panel section |00 which has been removed is restored by the metallic member i4.

In the considered embodiment of the invention as well as in the embodiment of Figs. 8 to 10, inclusive, it will be apparent that the inset construction of the auxiliary doors provides for the attachment of the lock bracket, locking element and lever and for the disposition of the locking elementwhen in locking position inwardly of a plane corresponding substantially to the outer plane of the main door. In this manner applicants invention is carried out in a double door construction for railway house cars as well as' in a single door construction.

In the embodiment of the invention illustrated ln Figs. 11 to 13, inclusive. the auxiliary door post ||2 is secured to ange |08 of the vertical stilfening member |04. Where the pan shaped metallic section |14 is located the metallic post ||2 as well as the wooden nailing block |23 carried by said post are cut away as indicated at |24 and |25 to provide space for the body portion and for the forward outwardly extending vertical flange of the metallic section H4. This is best illustrated in Figs. 12 and 13 of the drawings.

It is apparent that numerous modifications in the detail of the structures illustrating the invention will be apparent to those skilled in the art. The inwardly offset flange of the panel section 00 of the embodiment illustrated in Figs. 8 to 10, inclusive, may be disposed to lie substantially in the main plane of the panel section 16 and a pan shaped metallic section such as is`utilized in the embodiment of the invention illustrated in Figs. l1 to 13, inclusive, be employed in connection with such a panel section. Other variations and changes may also be made and it is intended to comprehend all such changes and modifications within the purview of this invention which is to be limited only by the scope of the claims appended hereto. It is apparent, moreover, that if it is desired to dispense with welding involved in the embodiments of the invention utilizing the pan shaped metallic section. this member may be flanged for riveting to the panel section |00 and may be formed of a casting as well as of sheet metal.

We claim:

1. A sliding door for railway h'ouse cars comprising a metallic panel, said panel having a vertically extending reinforcement lying substan tially within the outer plane of said door and spaced longitudinally a substantial distance from a vertical edge of said panel, said panel extending a substantial distance inwardly of the inner plane thereof, then forwardly substantially parallel to the inner plane thereof, and then outwardly, thereby forming an inwardly offset portion of a depth sufficient to accommodate a locking member substantially within the outer plane of the door, said outwardly bent portion of said panel lying substantially within the outer plane of said door.

2. In a railway house car having a main door and an auxiliary door slidable in substantially the same plane, said auxiliary door having a portion offset inwardly of the inner plane thereof, a front door stop carried by said portion of said auxiliary door and extending outwardly therefromv substantially to the outer` .plane 'of said door, a locking device secured to-said portion of said auxiliary door rearwardly of said front stop, a locking device secured to said main door between the inner and outer planes thereof, a recess in said front stop, said first mentioned locking device being adapted to extend into said recess so as to lie substantially within the outer plane of said auxiliary door and to have locking engagement with said second mentioned locking device when said doors are closed.

3. A sliding door for railway house cars comprising a panel section offset outwardly from the main plane thereof at a substantial distance from a vertical edge and terminating in a flange parallel to said section, a second panel section offset outwardly from the main plane thereof and terminating in a flange parallel to said second section, means securing said iianges together to provide a vertical reinforcement lying substantially within the outer plane 0f said door. said second panel section extending a substantial distance inwardly of said planes, then forwardly substantially parallel to the main plane thereof, then outwardly, thereby forming an inwardly oset portion of a depth sumcient t0 accommodate a locking member substantially within the outer plane of the door, said outwardly bent portion of said second panel section lying substantially within the outer plane of said door, for the pur- Dose set forth.

4. A sliding door for railway house cars comprising a panel section offset outwardly from the main plane thereof at a substantial distance from a. vertical edge and terminating in a flange parallel to said section, a second panel section oilset outwardly from the main plane thereof and terminating in a ange parallel to said second section, means securing said anges together to provide a vertical reinforcement lying substantially within the outer plane of said door, said second panel section extending a substantial distance inwardly of said planes, then forwardly substantially parallel to the main plane thereof, then outwardly, thereby forming an inwardly oilset portion of a depth suilicient to accommodate a locking member substantially within the outer plane of the door, said outwardly bent portion oi' said second panel section lying substantially within the outer plane of said door, said inwardly oset portion extending substantially the height of said door, and a metallic post secured to said portion, for the purpose set forth.

5. A sliding auxiliary door of a double door construction for railway house cars comprising a metallic panel, said panel being oset inwardly beyond the main plane thereof at a substantial distance from a vertical edge oi' said door, then forwardly toward said vertical edge in substantial parallelism to said plane and terminating in an outwardly extending vertical ilange which does not project substantially beyond the outer plane of said door, thereby forming an inwardly offset portion of a depth sufficient to accommodate a locking member substantially within the outer plane of the door, said iiange forming at least a portion of the front stop for the main sliding door of said double door construction.

WILFRED A. BEAUCHAMP. THORVALD MADLAND. 

